Air-brake apparatus.



. PATBNTBD MAY-v. 1.907. A. H. GBLTZ L. L. HosAcK.

`AIR BRAKE APPARATUS. nrmommn Hmm un. 1,1905.

PATENTE@ MAY v, 1907.

A. H. GBLTZ L L. L. HOSACK.

' AIR .BRAKE APPARATUS. A'PBLIQATIQN mum APRA, 1905.

z sums-shim 2.

ALBERT H. GELTZ, or ALLIANCE, AND LEE L. HosiicK, or YoUNGsTown UNITED srafrns lern @sirio OHIO, ASSIGNOBS TO C. B. MCLEAN, OF PITTSBURG, PENNSYLVANIA.

ala-BRAKE APPARMUS.

Specification' of Letters Patent.

' Patenteamay 7, 1907. p

Huaim filed april 1, 1905.' serai No. 253,341.

Tl'alllwhom/ L't may concern: y

Be it known that we, ALBERT H. GELTZ Iand LEE L. H'osAcK, citizensof the United is a specification, reference being had therein,

to the accompanying drawing, forming part of the specification, in which- I Figure l.. is a partial view'of a locomtive air brake equipment provided with our improved locomotive brake valve. Fig. 2. is a diagrammatic plan view ot' the operating handle, indicating the various positions. Fig-3. is a vertical sectional view through 4the valvein -service position, Fig. 4. is a horizontal sectional view 'on the line y, y, of

v zo

, registering position for a Fig. 3 showing the valveplug port in full service applicati on oi" the brake cylinder independent of the triple valve. Fig. 5. is a similar corresponding section on the-line oFig. 3 showing the exhaust connection from the triple valve, the exhaust port leading to the atmos here and theexhaust port leading from the rake cylinder, with the transverse ports of the plug is relation thereto in service position.- Fig. (i.v represents sectional views on the lines fc, fr, and y, y, respectively of Fig. 3 showing the lap osition of the valve,l all the ports being blan ged. Fig, 7. is a similarview showing the valve in running osition,. the brake apparatus being charge( and ready for an application. Fig. 8. are correcorresponding views of the valve in release osition,'allowing for the direct passage of air trom the bra-ke cylinder to the atmosphere in-' dependent of the triple and direct assage also from the triple exhaust to provi e for a uick release of the locomotive brake cyliner. Fig. 9. is a artial vertical section of Fig. 3 on the line L. IX. thereof.

Our invention relates to improvements in air brakea'and it has for its obJect to provide a valve mechanism Whch will control the. locomotive brake 'cylinder independent of the usual triple valve, but' which will also cooperate with it at all times.

The objects of the invention are to provide a device whereby the co'iiotive brake cylinder may be controlled yindependent or the `ot'the system, and which will operatethe locomotive brakev cylinder, either alone or in conjunction with these parts. The device is designed to exhaust' pressure from the locomotive brakefcylinder without disturbing the'train brakes and to also re-apply the locomotive brake by admission of air' to' the ssl cylinder thereof without interfering with the l ordinary operation -oI' the train brakes. Also to provide for the release of the tender and train brakes entirely independent of the locomotive brake whilesaidl brake is maintained in operation. Also to vprovide for the exhaust from the triple valve through our improved valve mechanism so that the train brakes may be released while pressure is retained on the locomotive brake cylinder. Also to provide for the application of the train brakes in full release .'position, lwhile preventing the charging of the locomotive and tenderbrake cylinder. Also to vprovide for the maintaining of the pressure in thev locomotive brake'cylinder in lap position, retainingthe locomotive brakes set while the train brakes are being released, and for providing for the use of the train brakes in "runningf position in the ordinary way.- Also to provide'a construction wherein the ports from the locomotive brake cylinder may communicate with the atmosphere so that when the train` brakes are applied by the engineers valve the. air will low back -and cause a blow to the atmosphere thus notifying the engineer that his locomotive' 'brake is not applying and to move it to running position so that the 'brakes will apply in the usual in anner. l

ltelerringnow'to the drawings, 2 is the :main reservoir of the system, to which air is supplied by the usual pipe A3 from pump 4 and from which it is delivered byinain reservoir pi e 5 to the system. l

Gis t e triplle valve by which the reduction is made in t e train pipe side to a ply the brakes ofthe train'svstcm, and whic is connected by pi i'e 7 with brake cylinderS'by the piston etw ich the locomotive brakes are applied, the triple valve being also connected with train pipe a in the usual way.

9 is our improved coiiiliination valve consisting ol an outer case l() olE conllioiiu or other shape preferably irovidml with ai. hushing l1, although the AHelling is not absoti'iple valve and the cnginecrs brake'valve i lutcly necessary, and having a rotatable loo ros

l I valve plug 12.- The. lower portion of the valve case is closed by` a base plug 13 with which vconne-ets a supplyl ipe 14 c'oinniuni-v Ieating with' the air suppy pipe 5 lea-ding 5 from the main reservoir or other source of 'fluid pressure, referably provided with an 'intervening lretiiicing .valve 15. Thev lower portion of plug 12 is preferably made hollow in the interior by providing a central cavity [o` 16, at all'tiines in communication with pipe v14 or the plug may be made in 'any other suitable manner asb)r means of an annu-lar port adapted to provide constant poininunication with the pressure supply pipef..

17 is a port leading outwardly at one side -of the valve case and coniniunicatingby connection 18 with pipe 7 leading to the locomotive cylinder 8 whereby i idepcndcnt pressurel may be admitted therein from the 2o iollow interior 16 ol the plug through a Iregistering iort 19 perforating the wall thereof, and pre 'erably tapered at one side as shown in Fig. 9, so as to provide Jfor a'g'radual application of the air. .The plug 12 is held-up' wardly to its seat in' any suitable manner as by proper fitting-or by a pressure device such as a spring .20,.and the -valve is rotated by means ol a rod 'illeonnected with the valve in an suitable manner as by engaging a ter" 3o niiiia nut 22,` or otherwise. It will thus he seen. that whenthe valveI is in service poysition a gradual .application of the locoino tive brake may be made b v varying the. amount of air through the port 19; correspending to the stop inade iii slowing up' for a station usually iliade by gradual reduction of the train pipe, pressure for securing the e The u )per portion of t-hevalve shell l0 is 4o provider with exhaust port S-,leading from the locomotive brake cylinder and oppositcly arranged port 24 leadingfroin the e25- haust port or triple valve 6, with which these ports are connected by pipes 25 and 26 respectively. An .outlet opening 27 com -niiinicating with the atmosphere is located about midway of siid ports 23 and 24 and preferablyon the saine level therewith. The' correspondii'ig upper portion ol plug 12 is pro- 5c vided with registering and communicating.

transverse' ports 28, 29 and 30 adapted to establish coinniuniaation between said exhaust ports and the atmosphere in various positions of the valve, as indicated in thedrawings. It

will he seenthatthe.servico application of A the locomotive brakes nu the operation of the valvop ug 12 independent ofthe .triple valv'e land the usual 'acoonipapy-' t iat,

ing operative partsvof thesysteni, an( 6o when the valve plug 1s in the otherpositions, as lap, ruiming yand release, 'said valve, as` to port 19, willb inoperativevlforthe purpose. of' v admitting 'pressure to the -brake cylinder. We have `therefore prothus be iliade. by

vided means, to wit, thevsecondary'ports 23 24 and 27, and the transverse ports 28, 29 4 and 30, whereby the valve may be used in eti-operation with the usual sjvsteni so as to provide' lfor communication l'roin the triple valve to the brake cylinder and exiliaust therefrom through our improved Valve to the. atmosphere. niunication of ports 29 and 30 with ports 24 and '27 in release position, the bushing 11 is cut out as indicated at 31 andvl. Corresponding eoinni'unicatingi erts may be.

tering communication may bel provided in any othersuitable'nianner.

By this construction it ourvvalve is capable ofzfaccon'iilishin the .various functions'above referred to w iilea furtheradvantage is that when the `valve is thrown to the full' release iosition of Fig. S re rardless owhetlier the rakes arev set or not, the triple exhaust port/and the locomotive brake cylinders are in direct corninunication with the vatnxos here, thus inaking it iilnliossible for the bra (es tovcreep onor become set for any'local cause, as for instance lleaks in the train lineeausingareduction of 'pressure y ouriniproved valve we. are able -to set and release the locomotive brakes at any time eitherwith'axdirect pressure through said valve,4 or with the automatic operation, .utilizing thctriple valve in the usual way. That is, we inay release the locomotive brake with straight air and re-set withstraight air at any time without interfering uit h or using the automatic valve, while slill providing for the full complete :.ipplieation ol lthe trahi brakes and the locomotive brake by the autoinat-ic operation. t j A particu-lar advantage of the independent opei'ationof the locoinot-iye brake cylinder is that in ease ol' skiddiiig o i sliding ofthe locoinotiye wheels, vcausing; llattening, the

will he seen that applied, taking a new hold, and the pressure in .y be likewise retained on the locomotive hr .kes independent ofgthe, train'.bi'akes, as has been stated. V

The advantages of our invention will be fully a ipreeialed by ail those familiar with lair wallie construction orpi-notice, as it places brakes entii'idyl independent .of hetrain systhe operation of the sgstein as awhole are prescritas has been set forth. v Various changes or inod'i'lications' may be as to the air ports and their arrangeinent'or desigm as well as the 'nia-nner of incorporating the valve withjth s fsternv ibut. vai suol sco o of -the following claims.

- Y hat we elann is:

provided with afsul'iply" and exhaust pipeln orderto provide for coni y made in the plugitself, if pre erred, or regis-` brakes inay be released and instantly re-` the engineer inA control of the locoinotivef inadein the construction of the valve itsell"` l.. 'changes are to be considered.as within the# 1 'lhe eoinbimdioii with a brake cylinder tein while the various advantages i'ncident'tm,

communicating with a triple valve of an independent valve adapted to establish coinmunication between reservoir pressure and the brake cylinder and provided with ports adapted to communicate with the exhaust from the brake cylinder and triple valve respectively and with' the atmosphere.

2. The combination with a brake cylinderv provided with a supply and exhaust pipe communicating With a triple valve of an 1ndependent valve adapted t o establish communication between the main reservoir pres- Y. zo

`sure and the brake cylinder and provided dertri le valve, and with the atmosphere.

i brake cylinder, a main reservoir, and `'a triple t4. T e combination with .a locomotive i valve; of an independent valve having an apertured plug in. constant communication with main reservoir ressure and rovided ,with a tapered port a apted to esta lish communicationrwith the brake cylinder, substantially i' as set forth.

5. In an air brake system, the combination of a fluid'reservoir, an engineers valve, a driver brake cylinder and its triple valve, piping connecting these parts, and control valve mechanism connected to the driver brake cylinder, to the triple valve exhaust port, and to the fluid reservoir, and arranged to open the triple valve exhaust port to the atmosphere or close the same, to open the brake cylinder to the atmosphere or keep the saine closed, and to connect the brake cylinder to the lluid reservoir. 6. Inan air brake system, the combination ol' a fluid reservoir, an engineers valve,

-a driver brake cylinder and its triple valve,

piping connecting these parts, and control valve mechanism connected to the driver brake cylinder, to the triple Valve exhaust port, and to the fluid reservoir, and arranged f by the manipulation oi a single handle and i in different positions to open the triple valve exhaust port to the atmosphere or keep it closed, to openhthe brake cylinder to the at- .inosphere or keep the same closed, and to .connect the brake Icylinder to the iiuid reservoir.

l?. -A valve case 'communicating with main reservoir pressure and with the vlocomotive the locomotive brake cylinder, and provided with independent exhaust ports adapted to communicate with the exhaust l'from the brake cylinder, triple Yvalve, and with the atmosphere, with means for setting the valve at various positions, substantially as set forth. y

9. Inan air brake system, the combination of a main reservoir, an engineers valve, a driver brake cylinder and its triple valve, piping connecting these parts, and control valve mechanism connected to the driver brake cylinder,V to the triple valve exhaustA port, and to the main reservoir, and arranged to open the triple valve exhaust 'port to the atmosphere or close the same, to open the brake cylinder to the atmosphere or keep the same closed, and to connect the brake cylinder to the main reservoir.

10. In an air-brake system, the combination of an engineers valve, a main reservoir, a driver brake cylinder and its triple valve, piping connecting these parts, and control valve mechanism connected to the driver brake cylinder, to the triple valve exhaust port, and t0 the main reservoir, and arranged by the manipulation of a single handle and in different positions to open the triple valve IOO exhaust port to the atmosphere or keep it i "closed, to open the brake cylinder to the atmosphere orrkeep the same closed, and to connect the brake cylinder' to the main reser voir. Y 11. In air brake apparatus, valve mechanism including a casing having ports adapted to communicate respectively with the main reservoir, the driver brake cylinder, and the release port ol' a triple valve on a locomotive,

and having other ports adapted to communicate with the atmosphere, and a valve arranged to put eitherthe brake cylinder port or the release port of the triple valve into con'imunicati'on with the atmosphere or to keep both of said ports closed, or to`connect the main reservoir port with the brak/e cylinder port.

12. In air brake apparatus, valve mechanism including a casing having ports adapted to communicate respectively with a yduid reservoir, the driver brake cylinder,and the release port of a. triple valve on a locomotive, and having other ports adapted` to communingoA ' cate Wththe atmosphere, and a valve arl In testimony whereof We afx our signaranged to put either the brake 4cylinder port ture in presence in two Witnesses. orthe release port of the triple valve lnto ALBERT H. GELTZ.

communication with the atmosphereor to Y LEE L. HOSACK. keep both yolf-said ports closed, or to connect WTitnesses: the uid reservoir port with 'the brake cy] in- C. M. CLARKE, der port.

J. M. CORBOY,v 

